Aviation yoke hsi interface and flight deck control indicator and selector safety system

ABSTRACT

An aviation yoke HSI interface and flight deck control indicator and selector safety system enhances flight safety. The system incorporates a multi-controlled HSI with a yoke heading adjustment control, a yoke radial/course selector, and a yoke heading centering control positioned on a yoke, stick, or collective. The system may also incorporate a first officer multi-controlled HSI with a first officer yoke heading adjustment control, a first officer yoke radial/course selector, and a first officer yoke heading and course centering control. An autopilot mode indicator visually indicates whether an autopilot is flying according to a desired heading or according to a navigational aid signal, such as a VOR radial signal. A side selector-indicator control permits selection of which side controls the flight of the aircraft.

CROSS REFERENCE TO RELATED APPLICATIONS

This application is a continuation-in-part of U.S. patent applicationSer. No. 12/904,202, filed on Oct. 14, 2010, which is a continuation ofU.S. patent application Ser. No. 11/604,523, now U.S. Pat. No.7,840,315, filed on Nov. 27, 2006, the content of which is herebyincorporated by reference in its entirety.

TECHNICAL FIELD

The instant invention relates to an aviation yoke, stick, or collectivewith HSI controls and flight deck control indicator and selector safetysystem, and, more particularly, relates to a system for allowing a pilotto change a heading and select a course on an HSI while grasping a yoke,stick, or collective, and a selector and indicator system for quicklydetermining which seat has control of an aircraft.

BACKGROUND OF THE INVENTION

Like other modes of transportation, flying is dangerous. Unlike othermodes of transportation, aircraft are capable of traveling at relativelyhigh speed at great altitude. Thus, unlike other modes oftransportation, extensive training is required before one may safelypilot an aircraft. A large portion of a pilot's training is the safenavigation of the aircraft from one location to another. After all, totransport people or things requires the ability to ascertain the currentlocation of the aircraft with respect to the destination.

The navigation process begins prior to departure. The pilot determinesthe most appropriate flight path from the current location, taking intoaccount factors such as weight of the aircraft, fuel required, weatherconditions between the departure and arrival location. During theflight, the pilot records the progress of the flight against the flightplan. This exercise helps identify potential problems prior to thoseproblems becoming emergencies. The pilot may use two basic methods fornavigating an aircraft.

The first basic navigation method is according to VFR, or Visual FlightRules. The second is IFR, or Instrument Flight Rules. While flyingaccording to the IFR, many instruments on a flight deck of an aircraftare used. One of the primary navigational aids that the pilot uses todetermine whether the aircraft is on the planned flight path is a HSI,or Horizontal Situation Indicator.

The HSI provides a visualization of the position of the aircraft withrespect to a multitude of navigational sources that can be displayed onan electronic or mechanical HSI. For years the VOR has been the primarysource of aircraft navigation using an HSI. The VOR (VHF OmnidirectionalRadio Range) radial signal broadcast by a VOR station, which are knownin the art. The HSI also has a compass, or simulated electronic compass,integrated into it that displays the direction that the plane is headedwith regard to the earth's magnetic field. For one skilled in the art itis understood that any reference to compass herein also includessimulated compasses such would appear on an electronic display orprojected image. Further, one skilled in the art will understand that afull compass need not be displayed at all times. In fact, only a portionof the compass may be displayed at any one time in what is referred toas “arc mode.” The heading of the aircraft is determined with thecompass. In the past, to successfully navigate through the “airways inthe sky,” the pilot tunes into desired frequencies broadcast from a VORstation. Each VOR station has a unique frequency that it broadcasts two30 Hz reference signals to encode direction to and from the VOR stationalong VOR radials. By tuning into the VOR station frequency, forinstance located at an airport, and decoding the phase differencebetween the two 30 Hz signals a representation of any one of the radialsmay be displayed on the HSI. Thus, the HSI provides visual and numericalinformation of where the aircraft is relative to the VOR radial that thepilot desires to use.

During flight, the pilot, in part, monitors the HSI to verify thelocation of the aircraft against the flight plan. Also during flight,the desired heading and the VOR radials may be changed or adjustedmultiple times, depending on the length of the trip, to guide theaircraft from one VOR radial signal to a next VOR radial signal alongthe scheduled flight path. The HSI generally has two controls on itsface. A heading select knob controls the position of a heading selectbug which indicates the desired heading of the aircraft. A course selectknob is used to select the VOR radial.

With advancement in technology aircraft are using many different sourcesfor navigation that are displayed on the HSI. In the art it is commonlyknown that an HSI can be used to navigate with various sources ofnavigational equipment including but not limited to the followingsystems which will be referred to throughout as simply “navigationalaid”: the VOR as previously discussed: LOC (localizer); LDA (LocalizerType Directional Aid); TACAN (Tactical Air Navigation); VORTAC (VHFOmni-Directional Tactical Air Navigation); GPS (Global PositioningSystem); INS (Inertial Navigation System); FMS (Flight ManagementSystem); MLS (Microwave Landing System); LORAN (Long RangeNavigation-C); IRU (Internal Reference Units); WAAS (Wide AugmentationSystem); GLS (Global Landing System); and TLS (Transponder LandingSystem), all terms known to one skilled in the art and as described inthe Federal Aviation Administration (FAA) Aeronautical InformationManual (AIM). Some of these navigational aids are transmitted fromground based stations such as conventional VOR stations, others fromsatellites, and others are internal to the aircraft such as gyro basedsystems. To navigate using these navigational aids the pilot will adjustthe OBS (Omni-Bearing Selector) to the desired radial or for the desiredcourse. Some of the afore mentioned navigational sources willautomatically set the OBS for the desired course, however some justindicate a suggested course that the pilot must then set. All of thesenavigational sources will be displayed on the CDI (Course DeviationIndicator) on the HSI. These sources will automatically set the CDI onthe HSI to a predetermined course that the pilot has selected and orentered, but some may require the pilot to do this manually. The CDIwill show the course on the HSI in respect to the navigational radial orcourse to be flown. This radial will be a magnetic heading as displayedon the HSI.

Since heading select knob and the course select knob are generallylocated on a front face of the HSI, or in some other remote location,the pilot must release one hand from the yoke or a throttle, powerlevers, or the collective in helicopter and grasp and rotate the knob tomake the adjustment. Releasing the yoke creates safety issues in atleast two situations. The first situation occurs when flying into or outof high density traffic areas. In high density traffic areas, wherethere are many other aircraft in the vicinity, quickly identifyingpotential collision courses and taking immediate evasive action may bethe difference between a near miss and a collision. The second situationoccurs in bad weather where the pilot may have difficulty adjusting theaircraft's attitude in response to external forces. Again, releasing thehand from the yoke to make an adjustment to the HSI creates safetyproblems and may cause spatial disorientation. Both situations areaggravated by darkness when flying according to IFR. To make mattersworse, if there is only a single pilot, making a landing approach in badweather or in darkness is a safety hazard not only for the pilot andpassengers, but for the people on the ground. In all of these situationsmaximizing control of the aircraft by keeping one hand on a yoke and theother on the throttle(s) or power lever(s), or cyclic and collective inthe case of helicopters, is preferable. However, it is often necessaryto adjust the heading and select a new course on the HSI while flyingunder these conditions. So, the pilot will often risk spatialdisorientation or losing control of the aircraft by flying with one handoff of either control to make a heading or a course adjustment.

Fortunately, many aircraft have two seats, the captain's seat, and thefirst officer's or right seat. Each seat has its own set of flightcontrols complimented by similar gages. The purpose of multiple seatswith multiple flight controls is improve safety by providing at leastone redundant set of controls and instruments in case of the failure ofthe primary set. However, the captain's controls generally do notinteract with the first officer's controls, meaning that little, if any,information is exchanged between the two. Therefore, in the severeweather and high density traffic situations discussed above, the pilotsitting in the captain's seat is in sole control of the aircraft, evenif another pilot is sitting in the first officer's seat. In other words,the first officer is unable to help fly the aircraft even if the captainmade a request for help.

What has been missing in the art has been a system by which the pilotmay maintain a firm grip on the yoke, however, a system which allows thepilot to adjust the heading and the course of the aircraft while at thesame time gripping the flight controls. In addition, the prior art ismissing a system that allows one pilot to transfer part of thenavigation responsibilities to the other pilot. Furthermore, the art hasbeen missing a system where the pilot may quickly assess which set ofinstruments has control of the aircraft.

SUMMARY OF INVENTION

In its most general configuration, the present invention advances thestate of the art with a variety of new capabilities and overcomes manyof the shortcomings of prior devices in new and novel ways. In its mostgeneral sense, the present invention overcomes the shortcomings andlimitations of the prior art in any of a number of generally effectiveconfigurations. The instant invention demonstrates such capabilities andovercomes many of the shortcomings of prior methods in new and novelways.

In one embodiment of the aviation yoke HSI interface and flight deckcontrol indicator and selector safety system, a pilot may sit in acaptain's seat on a flight deck of an aircraft. The pilot may grip acaptain yoke to adjust the altitude and attitude of the aircraft. Aninstrument panel contains a plurality of instruments for displayingflight critical information. A multi-controlled HSI is also located onthe instrument panel.

The multi-controlled HSI has a compass, or simulated compass, thatvisually indicates an orientation of the earth's magnetic field. Thecompass has a compass perimeter and a plurality of radial measurementindicia that are located along the compass perimeter. For one skilled inthe art it is understood that any reference to compass herein alsoincludes simulated compasses such would appear on an electronic displayor projected image. Further, one skilled in the art will understand thata full compass need not be displayed at all times. In fact, only aportion of the compass may be displayed at any one time in what isreferred to as “arc mode.” An actual heading of the aircraft isdetermined by the alignment of a heading indicator to the radialmeasurement indicia.

The multi-controlled HSI has an adjustable heading bug. The adjustableheading bug is in operable communication with a heading adjustmentcontrol. The adjustable heading bug is selectively positioned along thecompass perimeter. It rotates with the compass. The relationship betweenthe adjustable heading bug and the radial measurement indicia indicatesa desired heading of the aircraft. The multi-controlled HSI also has anavigational aid radial/course indicator. The navigational aidradial/course indicator visually indicates a representation of anavigational aid signal, from any of the navigational sources previouslydiscussed, or yet to be developed navigational system, and is positionedwithin the compass perimeter. The navigational aid radial/courseindicator rotates with the compass in response to a change in the actualheading of the aircraft. In one embodiment utilizing a VOR navigationalaid, the pilot selects the VOR station and then operates a radial/courseselector to select one of the VOR radial signals emitted from theselected VOR station.

In another embodiment of the present invention, the captain yoke has ayoke heading adjustment control. The yoke heading adjustment controlcontrols the position of the adjustable heading bug. In yet a furtherembodiment, the system has a yoke navigational aid radial/courseselector. The yoke navigational aid radial/course selector controls theselection of the navigational aid radial signal displayed on thenavigational aid radial/course indicator.

The yoke heading adjustment control and the yoke navigational aidradial/course selector generally allow the pilot move the adjustableheading bug and select the navigational aid radial signal at any time.In another embodiment of the instant invention, the system may have amode selector which is a safety control designed to preventunintentional operation of the yoke heading adjustment control and theyoke navigational aid radial/course selector. The mode selector has twomodes. One mode is a heading bug mode. The other mode is a navigationalaid radial/course mode. The heading bug mode facilitates operationbetween the yoke heading adjustment control and the adjustable headingbug. Similarly, prior to operating the yoke navigational aidradial/course selector, the navigational aid radial/course mode must beoperated. The mode selector may be positioned at various locations onthe flight deck within reach of the captain's seat.

In another embodiment of the instant invention, the system may have ayoke heading centering control that controls the position of theadjustable heading bug. The heading bug mode facilitates operationbetween the yoke heading centering control and the adjustable headingbug. The yoke heading centering control, the yoke heading adjustmentcontrol, and the yoke navigational aid radial/course selector, may beseparate devices or be contained within a single unit. In anotherembodiment of the instant invention, the system may incorporate a firstcontrol unit. The first control unit interfaces the various componentswith an aircraft primary control system, particularly with thenavigational aid devices, such as the multi-controlled HSI.

As is commonly known in the art, the flight deck may have a single seat,or the flight deck may have multiple seats. The seat on the left side ofthe flight deck is commonly referred to as the captain's seat, with theseat on the right side of the flight deck referred to as a right seat ora first officer's seat.

The instrument panel contains a first officer multi-controlled HSI. Thefirst officer multi-controlled HSI has a first officer compass. Thefirst officer compass has a first officer compass perimeter and aplurality of first officer radial measurement indicia that are locatedalong the first officer compass perimeter. In another embodiment of theinstant invention, the first officer multi-controlled HSI has a firstofficer adjustable heading bug. The first officer adjustable heading bugis in operable communication with a first officer heading adjustmentcontrol. A first officer navigational aid radial/course indicatorvisually indicates a representation of a first officer navigational aidradial or course selected by the pilot. The first officer navigationalaid radial/course indicator is positioned within the first officercompass perimeter.

In one embodiment of the present invention, the first officer yoke has afirst officer yoke heading adjustment control. The first officer yokeheading adjustment control controls the position of the first officeradjustable heading bug. In another embodiment, the instant invention hasa first officer yoke navigational aid radial/course selector. The firstofficer yoke navigational aid radial/course selector controls selectionof the first officer navigational aid signal, navigational radial, ornavigational course. In another embodiment of the instant invention, thesystem may have a first officer mode selector which is a safety controldesigned to prevent unintentional operation of the first officer yokeheading adjustment control and the first officer yoke navigational aidselector. Similar to the mode selector, the first officer mode selectormay have two modes. One mode is a first officer heading bug mode. Theother mode is a first officer navigational aid radial/course mode.

The first officer heading bug mode facilitates operation between thefirst officer yoke heading adjustment control and the first officeradjustable heading bug. The first officer mode selector may bepositioned at various locations on the flight deck within reach of thefirst officer's seat. The pilot may then quickly and easily selectbetween the first officer heading bug mode and the first officernavigational aid radial/course mode.

In another embodiment of the instant invention, the system has a firstofficer yoke heading centering control that controls the position of thefirst officer adjustable heading bug. The first officer heading bug modealso facilitates operation between the first officer yoke headingcentering control and the first officer adjustable heading bug. Thefirst officer yoke heading centering control causes the first officeradjustable heading bug to move along the first officer compass perimeterand align with the first officer radial measurement indicia currentlyaligned with the first officer heading indicator. The first officer yokeheading centering control, the first officer yoke heading adjustmentcontrol, and the first officer yoke navigational aid radial/courseselector, may be separate devices or be contained within a single unit.

In another embodiment with the flight deck with two seats, the systemhas a side control selector. The side control selector has a captainside selector and a first officer side selector. In this embodiment, thepilot may operate the selectors in combination with the controls and themode selector to move the heading bug and the first officer heading bug.

In another similar embodiment of the instant invention, the aviationyoke HSI interface and flight deck control indicator and selector safetysystem further includes a first officer side control selector having afirst officer captain side selector and a first officer copilot sideselector. The operation of the first officer side control selector issimilar to the side control selector. In one particular embodiment, thecontrols and the first officer controls may be integrated, into a singleafter-market component.

These variations, modifications, alternatives, and alterations of thevarious preferred embodiments may be used alone or in combination withone another, as will become more readily apparent to those with skill inthe art with reference to the following detailed description of thepreferred embodiments and the accompanying figures and drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

Without limiting the scope of the present invention as claimed below andreferring now to the drawings and figures:

FIG. 1 is an embodiment of the present invention showing a flight deckhaving a captain's seat and a first officer's seat, not to scale;

FIG. 2 is an embodiment of a multi-controlled HSI of the presentinvention, not to scale;

FIG. 3 is a schematic of an embodiment of the present invention having afirst control unit, not to scale;

FIG. 4 is an embodiment of the present invention showing the flight deckhaving the captain's seat, the first officer's seat, a mode selector,and a first officer mode selector; not to scale;

FIG. 5 is an embodiment of a first officer multi-controlled HSI of thepresent invention, not to scale;

FIG. 6 is a schematic of an embodiment of the present invention havingthe first control unit for an embodiment of the present invention havingthe captain's seat and the first officer's seat, not to scale;

FIG. 7 is an embodiment of the present invention having a side controlselector and a first officer side control selector, not to scale;

FIG. 8 is a schematic of an embodiment of the present invention havingthe first control unit and a second control unit for an embodiment ofthe present invention having the captain's seat and the first officer'sseat, not to scale;

FIG. 9 is a schematic of an embodiment of the present invention having ayoke heading adjustment control, a yoke navigational aid radial/courseselector, and a yoke heading centering control integrated into a singleafter-market component, not to scale; and

FIG. 10 is a schematic of an embodiment of the present invention havinga first officer yoke heading adjustment control, a first officer yokenavigational aid radial/course selector, and a first officer yokeheading centering control integrated into a single after-marketcomponent.

DETAILED DESCRIPTION OF THE INVENTION

An aviation yoke HSI interface and flight deck control indicator andselector safety system (100) of the instant invention enables asignificant advance in the state of the art. The preferred embodimentsof the device accomplish this by new and novel arrangements of elementsand methods that are configured in unique and novel ways and whichdemonstrate previously unavailable but preferred and desirablecapabilities. The detailed description set forth below in connectionwith the drawings is intended merely as a description of the presentlypreferred embodiments of the invention, and is not intended to representthe only form in which the present invention may be constructed orutilized. The description sets forth the designs, functions, means, andmethods of implementing the invention in connection with the illustratedembodiments. It is to be understood, however, that the same orequivalent functions and features may be accomplished by differentembodiments that are also intended to be encompassed within the spiritand scope of the invention.

One embodiment of the aviation yoke HSI interface and flight deckcontrol indicator and selector safety system (100) will be describedfirst with reference to FIG. 1. A pilot may sit in a captain's seat (12)on a flight deck (10) of an aircraft, as is known in the art. By way ofexample, and not limitation, the aircraft may include prop-powered, aswell as, jet-powered aircraft. In addition, the aircraft may be ahelicopter. The pilot may grip a captain yoke (14) to adjust thealtitude and attitude of the aircraft. Although a commonly used yokedesign is shown in FIG. 1, one skilled in the art will observe that thecaptain yoke (14) may be a “stick” found in military aircraft or inhelicopters, or collective lever, and are therefore generically referredto herein as a yoke. An instrument panel (20) contains a plurality ofinstruments for displaying flight critical information, such as analtimeter, an air speed indicator, a vertical speed indicator, analtitude director indicator (ADI), and turn-and-slip indicators, namingonly some of the common instruments. As seen in FIG. 1, amulti-controlled HSI (200) is also located on the instrument panel (20).

One embodiment of the multi-controlled HSI (200) is seen in FIG. 2. Themulti-controlled HSI (200) has a compass (210), or simulated compass,that visually indicates an orientation of the earth's magnetic field.For one skilled in the art it is understood that any reference tocompass herein also includes simulated compasses such would appear on anelectronic display or projected image. Further, one skilled in the artwill understand that a full compass need not be displayed at all times.In fact, only a portion of the compass may be displayed at any one timein what is referred to as “arc mode.” The compass (210) rotates as thepilot banks the airplane away from the current direction. With continuedreference to FIG. 2, the compass (210) has a compass perimeter (212) anda plurality of radial measurement indicia (214) that are located alongthe compass perimeter (212). An actual heading of the aircraft isdetermined by the alignment of a heading indicator (220), commonlyreferred to as a “lubber line,” to the radial measurement indicia (214).For example, as seen in FIG. 2, the radial measurement indicia (214) arealigned with the heading indicator (220) at “0” degrees. Thus, theactual heading is “0” degrees, or due north.

With continue reference to FIG. 2, the multi-controlled HSI (200) has anadjustable heading bug (230). The adjustable heading bug (230) is inoperable communication with a heading adjustment control (240), commonlyreferred to as a heading select knob. Operable communication means thatwhen the heading adjustment control (240) is operated, the adjustableheading bug (230) moves in relation to the heading adjustment control(240). The heading adjustment control (240) may be a knob that rotatesor another device that is capable of being manipulated with fingers andwhich causes the adjustable heading bug (230) to move.

The adjustable heading bug (230) is selectively positioned along thecompass perimeter (212), as seen in FIG. 2. Thus, once the adjustableheading bug (230) is positioned along the compass perimeter (212) withrespect to the radial measurement indicia (214), it rotates with thecompass (210). The relationship between the adjustable heading bug (230)and the radial measurement indicia (214) indicates a desired heading ofthe aircraft. That is, the pilot moves the adjustable heading bug (230)along the radial measurement indicia (214) to the desired heading. Oncethe adjustable heading bug (230) is positioned, the pilot has a reminderof which direction the aircraft should be oriented. The adjustableheading bug (230) may be coupled to an autopilot or a flight directorsystem, known in the art. When the autopilot is engaged, it may fly theaircraft to bring the desired heading into alignment with the headingindicator (220). For example, as seen in FIG. 2, the desired heading is340 degrees as determined by the position of the adjustable heading bug(230) with respect to the radial measurement indicia (214). Therefore,knowing that the actual heading is 0 degrees and the desired heading is340 degrees, the pilot knows to bank the aircraft left to bring theaircraft to the desired heading, thus bringing the adjustable headingbug (230) into alignment with the heading indicator (220). Themulti-controlled HSI (200) also has a navigational aid radial/courseindicator (250), named such because some of the navigational aids incommunication with the present system are characterized by navigationalaid signals that are transmitted from ground based stations such asconventional VOR stations, others from satellites, and others areinternal to the aircraft such as gyro based systems. Therefore, a pilotmay be following a predefined “radial” or “course” depending on the typeof navigational aid and the indicator is accordingly referred to as thenavigational aid radial/course indicator (250). The navigational aid incommunication with the present system (100) may be any of the following:a VOR as previously discussed; LOC (localizer); LDA (Localizer TypeDirectional Aid); TACAN (Tactical Air Navigation); VORTAC (VHFOmni-Directional Tactical Air Navigation); GPS (Global PositioningSystem); INS (Inertial Navigation System); FMS (Flight ManagementSystem); MLS (Microwave Landing System); LORAN (Long RangeNavigation-C); IRU (Internal Reference Units); WAAS (Wide AugmentationSystem); GLS (Global Landing System); TLS (Transponder Landing System);variations thereof and future navigational systems designed to provide anavigational aid to an HSI to aid a pilot in navigating the airways. Tonavigate using these navigational aids the pilot will select the desiredradial or the desired course. Some of the afore mentioned navigationalsources will automatically set the CDI on the HSI to a predeterminedcourse that the pilot has selected and or entered, but some may requirethe pilot to do this manually, however some just indicate a suggestedcourse that the pilot must then set. All of these navigational sourceswill be displayed on the CDI (Course Deviation Indicator) on the HSI.These sources may automatically set the CDI on the HSI to apredetermined course that the pilot has selected and or entered. The CDIwill show the course on the HSI in respect to the navigational radial orcourse to be flown. This radial will be on a magnetic heading asdisplayed on the HSI. Such terms known to one skilled in the art and aredescribed in the Federal Aviation Administration (FAA) AeronauticalInformation Manual (AIM). The signal received by the present system(100) from any of the navigational aids just discussed is referredthroughout as a navigational aid signal.

As is known in the art, in the past a VOR station was the primarynavigation aid used by civil aviation and therefore much of thefollowing description will describe the use of the system (100) when thenavigational aid signal is effectively a VOR radial transmitted from aVOR station, however one skilled in the art will appreciate how asimilar description applies equally to the numerous variations ofnavigational aids that may be in communication with the system (100).The VOR station is oriented to magnetic north and transmits azimuthinformation to the aircraft. The VOR station provides 360 courses, onefor each degree, TO and FROM the VOR station. The 360 courses arereferred to as VOR radial signals. Therefore, there are 360 VOR radialsignals per VOR station. As seen in FIG. 2, when the navigational aid isa VOR station the navigational aid radial/course indicator (250)visually indicates a representation of the VOR radial signal and ispositioned within the compass perimeter (212). The navigational aidradial/course indicator (250) rotates with the compass (210) in responseto a change in the actual heading of the aircraft, thereby providing thepilot with a visual presentation of the orientation of the aircraft withrespect to the VOR radial signal. The navigational aid radial/courseindicator (250) may also translate along a course deviation scale withinthe compass perimeter (212) as the aircraft flies along the actualheading. In this example, the pilot selects the VOR station and thenoperates a radial/course selector (260), as seen in FIG. 2, to selectone of the VOR radial signals emitted from the selected VOR station. Theradial/course selector (260) is commonly referred to as a course selectknob, or an omnibearing selector (OBS) knob. One skilled in the art willappreciate that the same basic principle that is applied to the VORstation and signal is used for the plurality of other previouslydiscussed navigational aids. The navigational aid radial/course selector(250) is used to select the predetermined course for the multitude ofnavigational sources with may be received by an aircraft in a mannersimilar to that just discussed with respect to the VOR station.

While FIG. 2 shows the navigational aid radial/course indicator (250) asa unitary arrow, the navigational aid radial/course indicator (250) mayhave a number of component parts. By way of example and not limitation,the navigational aid radial/course indicator (250) may be comprised of(i) a course select pointer as represented by just the arrow head and(ii) a course deviation bar, or CDI, which is represented by the shaftof the arrow, as are known in the art.

As previously mentioned, the navigational aid radial/course indicator(250) may translate back and forth on the course deviation scale (thevertical hash lines in the center of FIG. 2), to visually depict thedistance and the orientation that the aircraft is from the selected VORradial signal, or course. In addition, the multi-controlled HSI (200)may have an aircraft symbol in a fixed position in the center of themulti-controlled HSI (200) in order to help the pilot visualize theorientation of the navigational aid with respect to the aircraft.Finally, the multi-controlled HSI (200) may have glide-slope deviationscales on each side, as seen in FIG. 2, and TO/FROM indicators (notshown) to indicate whether the aircraft is traveling toward or away fromthe selected navigational aid signal source.

Referring once again to FIG. 1, in one embodiment of the presentinvention, the captain yoke (14) has a yoke heading adjustment control(300). The yoke heading adjustment control (300) controls the positionof the adjustable heading bug (230), seen in FIG. 2. By way of exampleand not limitation, the yoke heading adjustment control (300) may be arheostat or potentiometer type control allowing the pilot to move theadjustable heading bug (230) clockwise or counterclockwise along thecompass perimeter (212) to a new desired heading. While FIG. 1illustrates the position of the yoke heading adjustment control (300) onthe right side of the captain yoke (14), the yoke heading adjustmentcontrol (300) may be located anywhere on the captain yoke (14) that iseasily accessible to one of the pilot's hands, particularly the pilot'sfingers. By way of example and not limitation, the yoke headingadjustment control (300) may be a knob, roller ball, joystick, touchscreen, or other control, preferably a control device sized to beoperated by a single human digit, or between two digits. Placement ofthe yoke heading adjustment control (300) on the captain yoke (14) givesthe pilot convenient and safe access to a control that allows the pilotto move the adjustable heading bug (230) without having to release thecaptain yoke (14) and reach forward to the instrument panel (20), orother remote location, to operate the heading adjustment control (240).

In another embodiment, with continued reference to FIG. 1, the system(100) has a yoke radial/course selector (310). The yoke radial/courseselector (310) controls the selection of the navigational aidradial/course displayed on the navigational aid radial/course indicator(250).

Similar to the yoke heading adjustment control (300), the yokeradial/course selector (310) is positioned on the captain yoke (14).While FIG. 1 illustrates the position of the yoke radial/course selector(310) on the right side of the captain yoke (14), the yoke radial/courseselector (310) may be located anywhere on the captain yoke (14), stick,collective, or other device that is easily accessible to one of thepilot's hands, particularly the pilot's fingers. The yoke headingadjustment control (300) may be positioned so that it is operated with,for example, the left hand, and the yoke radial/course selector (310)may be positioned on the opposite side of the captain yoke (14), as seenin FIG. 1, so that the yoke radial/course selector (310) may be operatedwith, for example, the right hand. As previously discussed with respectto the yoke heading adjustment control (300), and by way of example andnot limitation, the yoke radial/course selector (310) may be a knob,roller ball, joystick, touch screen or other type of control that ispreferably a control device sized to be operated by a single digit, orbetween two digits.

The yoke heading adjustment control (300) and the yoke radial/courseselector (310) generally allow the pilot to move the adjustable headingbug (230) and select the navigational aid signal at any time. However,in another embodiment of the instant invention, and with continuedreference to FIGS. 1 and 2, the system (100) may have a mode selector(600) which is a safety control designed to prevent unintentionaloperation of the yoke heading adjustment control (300) and the yokeradial/course selector (310). The mode selector (600) has two modes. Onemode is a heading bug mode (610). The other mode is a radial/course mode(620). The heading bug mode (610) facilitates operation between the yokeheading adjustment control (300) and the adjustable heading bug (230),seen in FIG. 2. “Facilitates operation” means that prior to actuallycontrolling the movement of the adjustable heading bug (230), theheading bug mode (610) must be operated, and, similarly, prior tooperating the yoke radial/course selector (310), the radial/course mode(620) must be operated. For example, to change the displayedradial/course navigational aid with the yoke radial/course selector(310), the pilot must first activate the radial/course mode (620)followed by the yoke radial/course selector (310). Similarly, to operatethe yoke heading adjustment control (300), the pilot must first activatethe heading bug mode (610).

The mode selector (600) may be positioned at various locations on theflight deck (10) within reach of the captain's seat (12). For instance,the mode selector (600) may be located on the instrument panel (20), asseen in FIG. 1, or the mode selector (600) may be located on the captainyoke (14). The mode selector (600) may prevent the pilot from operatingthe yoke heading adjustment control (300) and the yoke radial/courseselector (310) in tense or stressful situations. For example, oneskilled in the art will observe and appreciate, that when flying anaircraft in poor weather, in a situation with poor visibility,particularly according to an instrument approach to a runway using anILS (Instrument Landing System), or in heavy traffic, the pilot maybecome tense and focused on controlling the aircraft in response to arapidly changing situation. The pilot may naturally grip the captainyoke (14) tightly while under stress. In this situation, since the yokeheading adjustment control (300) and the yoke radial/course selector(310) may be located on the captain yoke (14), the mode selector (600)prevents the pilot from inadvertently moving the adjustable heading bud(230) with the yoke heading adjustment control (300) or selecting adifferent navigational aid signal with the yoke radial/course selector(310).

In another particular embodiment of the instant invention, the modeselector (600) may be integrated into the yoke heading adjustmentcontrol (300) and the yoke radial/course selector (310). Morespecifically, the heading bug mode (610) may be integrated into the yokeheading adjustment control (300) and the radial/course mode (620) may beintegrated into the yoke radial/course selector (310). Thus, by way ofexample only and not limitation, to operate the yoke heading adjustmentcontrol (300), the pilot may press and hold the yoke heading adjustmentcontrol (300) for a short period of time to operate the heading bug mode(610) which in turn facilitates operation of the yoke heading adjustmentcontrol (300). Similarly, to operate the yoke radial/course selector(310), the pilot may press and hold the yoke radial/course selector(310) to operate the radial/course mode (620) which in turn facilitatesoperation of the yoke radial/course selector (310). Other permutationsof the press and hold scheme are possible. For example, having the modes(610, 620) reversed with the heading bug mode (610) integrated into theyoke radial/course selector (310) and the radial/course mode (620)integrated into the yoke heading adjustment control (300). In thisconfiguration, in conjunction with the push-and-hold scheme, the pilotpushes and holds the yoke radial/course selector (310) with one hand,thus activating the heading bug mode (610) and facilitating theoperation of the yoke heading adjustment control (300) with the otherhand. Similarly, operation of the yoke heading adjustment control (300)with one hand would, in turn, facilitate operation of the yokeradial/course selector (310) with the other hand. Requiring this type ofoperation with both hands thus substantially eliminates the possibilityof the pilot inadvertently moving the adjustable heading bug (230) orselecting an undesired navigational aid signal.

With continued reference to FIGS. 1 and 2, in another embodiment of theinstant invention, the system (100) may have a yoke heading centeringcontrol (320) that controls the position of the adjustable heading bug(230). The heading bug mode (610) facilitates operation between the yokeheading centering control (320) and the adjustable heading bug (230). Byway of example and not limitation, with a single operation, the yokeheading centering control (320) moves the adjustable heading bug (230)along the compass perimeter (212) to align with the radial measurementindicia (214) currently aligned with the heading indicator (220).

The yoke heading centering control (320) may also be positioned on thecaptain yoke (14). As with the other controls (300, 310) positioned onthe captain yoke (14), the yoke heading centering control (320) allowsthe pilot to quickly adjust the desired heading of the aircraft withoutreleasing the captain yoke (14). The yoke heading centering control(320) may be any one of a number of devices, such as a switch or abutton. For example, when the yoke heading centering control (320) is abutton, depressing it will move the adjustable heading bug (230) fromits current location along the compass perimeter (212) to align with theradial measurement indicia (214) aligned with the heading indicator(220). In this manner then, the pilot may quickly and safely center thedesired heading of the aircraft to the actual heading of the aircraftwithout releasing the captain yoke (14).

In another embodiment of the instant invention, the system (100) mayincorporate a first control unit (1000), as seen in FIG. 3. The firstcontrol unit (1000) interfaces the various, previously describedcomponents with an aircraft primary control system (2000), seen in FIGS.6 and 8, particularly with the navigational aid devices, such as themulti-controlled HSI (200). As seen in FIG. 3, the first control unit(1000) is in electrical communication with the multi-controlled HSI(200), the yoke heading adjustment control (300), the yoke radial/courseselector (310), the yoke heading centering control (320), and the modeselector (600). Therefore, when the pilot operates the mode selector(600), the first control unit (1000) enables the adjustable heading bug(230) to move in response to operation of the yoke heading adjustmentcontrol (300). Similarly, the first control unit (1000) permits the yokeradial/course selector (310) to select the VOR radial signal and permitsthe yoke heading centering control (320) to control the adjustableheading bug (230). By way of example and not limitation, the system(100) may be either an aftermarket device that is simply connected to anaircraft's current control and power system, or the first control unit(1000) may be integrated into a current control system by themanufacturer of the control system. In other words, the first controlunit (1000) may be a standalone control unit or integrated by the OEM.

As is commonly known in the art, the flight deck (10) may have a singleseat or the flight deck (10) may have multiple seats. A commonarrangement of the flight deck (10) is to have two seats arranged asshown in FIG. 4. The seat on the left side of the flight deck (10) iscommonly referred to as the captain's seat (12) with the seat on theright side of the flight deck (10) referred to as a right seat or afirst officer's seat (16). One skilled in the art will observe that thecaptain's seat (12) may sit in front of the first officer's seat (16) asis common in military flight training aircraft.

In the embodiment, as seen in FIG. 4, the term pilot refers not only tothe captain but to others who are capable of flying the aircraft, suchas a first officer or simply “FO.” With continued reference to FIG. 4,the pilot may sit in the first officer's seat (16) and grip a firstofficer yoke (18). As with the embodiments described above, the system(100) permits the pilot to conveniently and safely modify the desiredheading of the aircraft and permits the pilot to select the navigationalaid, which may be a VOR radial signal or a course, while gripping thefirst officer yoke (18).

The controls and their functions accessible from the first officer'sseat (16) may be similar to the previously described embodiments of theinstant invention. However, as one skilled in the art will observe andappreciate, the controls need not be in the same position nor is itnecessary that the same controls be available for each side.

With reference now to FIGS. 4 and 5, the instrument panel (20) containsa first officer multi-controlled HSI (400). The first officermulti-controlled HSI (400) has a first officer compass (410), seen onlyin FIG. 4, that visually indicates an orientation of the earth'smagnetic field. The first officer compass (410) has a first officercompass perimeter (412) and a plurality of first officer radialmeasurement indicia (414) that are located along the first officercompass perimeter (412). The actual heading of the aircraft isdetermined by alignment of a first officer heading indicator (420),commonly called a “lubber line,” to the most nearly aligned firstofficer radial measurement indicia (414). For example, as seen in FIG.5, the first officer radial measurement indicia (414) are aligned withthe first officer heading indicator (420) at “0” degrees, or due north.

With continued reference to FIG. 5, the first officer multi-controlledHSI (400) has a first officer adjustable heading bug (430). The firstofficer adjustable heading bug (430) is in operable communication with afirst officer heading adjustment control (440). The first officerheading adjustment control (440) may be a knob that rotates or anotherdevice that is capable of being manipulated with fingers and that allowsthe pilot to move the first officer adjustable heading bug (430). Thefirst officer adjustable heading bug (430) is selectively positionedalong the first officer compass perimeter (412). Thus, as the firstofficer compass (410) rotates due to a change in the actual heading ofthe aircraft. The relationship between the first officer adjustableheading bug (430) and the first officer radial measurement indicia (414)indicates a first officer desired heading of the aircraft. That is, thepilot operates the first officer heading adjustment control (440) tomove the first officer adjustable heading bug (430) along the firstofficer radial measurement indicia (414) to the first officer desiredheading. One skilled in the art will observe and appreciate that thedesired heading and the first officer desired heading need not be thesame. The first officer multi-controlled HSI (400) also has a firstofficer navigational aid radial/course indicator (450).

As seen in FIG. 5, a first officer navigational aid radial/courseindicator (450) visually indicates a representation of a first officernavigational aid, which may be a VOR radial signal or a course, selectedby the pilot. Again, one skilled in the art will observe and appreciatethat the first officer navigational aid and the navigational aid, whichmay be the VOR radial signal or course, need not be the same. The firstofficer navigational aid radial/course indicator (450) is positionedwithin the first officer compass perimeter (412). The first officernavigational aid radial/course indicator (450) rotates and may alsotranslate along a course deviation scale within the first officercompass perimeter (412) as the aircraft flies along the actual heading.The pilot selects a first officer navigation aid signal source, whichmay be a VOR station, and then operates a first officer radial/courseselector (460), as seen in FIG. 5, to, in this example, select one ofthe VOR radial signals emitted from the selected first officernavigational signal source, which in this example is the VOR station.The first officer radial/course selector (460) is commonly referred toas a course select knob, or an omnibearing selector (OBS) knob.

While FIG. 5 shows the first officer navigational aid radial/courseindicator (450) as a unitary arrow, the first officer navigational aidradial/course indicator (450) may have a number of components. By way ofexample and not limitation, the first officer navigational aidradial/course indicator (450) may be comprised of (i) a course selectpointer as represented by just the arrow head and (ii) a coursedeviation bar, or CDI, which is represented by the shaft of the arrow.As previously mentioned, the CDI may translate back and forth on thecourse deviation scale (the vertical hash lines in the center of FIG.5), separate from the arrow head, to visually depict the distance andthe orientation that the aircraft is from the selected navigation aidsignal, which may be a VOR radial signal. In addition, the first officermulti-controlled HSI (400) may have an aircraft symbol in a fixedposition in the center of the first officer multi-controlled HSI (400).Finally, the first officer multi-controlled HSI (400) may haveglide-slope deviation scales on each side, as seen in FIG. 5, andTO/FROM indicators (not shown) to indicate whether the aircraft istraveling toward or away from the selected source of the navigation aid,such as a VOR station.

In one embodiment of the present invention, the first officer yoke (18),as seen in FIG. 4, has a first officer yoke heading adjustment control(500). The first officer yoke heading adjustment control (500) controlsthe position of the first officer adjustable heading bug (430). By wayof example and not limitation, the first officer yoke heading adjustmentcontrol (500) may be a rheostat or potentiometer-type control allowingthe pilot to move the first officer adjustable heading bug (430)clockwise or counterclockwise to a new heading. While FIG. 4 illustratesthe position of the first officer yoke heading adjustment control (500)on the right side of the first officer yoke (18), the first officer yokeheading adjustment control (500) may be located anywhere on the firstofficer yoke (18) that is easily accessible to the pilot's hands,preferably the fingers, sometimes referred to as digits. By way ofexample and not limitation, the first officer yoke heading adjustmentcontrol (500) may be a knob, roller ball, joystick, touch screen, orother control preferably sized to be operated by a single digit orbetween two digits. Thus, the placement of the first officer yokeheading adjustment control (500) on the first officer yoke (18) givesthe pilot convenient and safe access to the first officer yoke headingadjustment control (500) which allows the pilot to move the firstofficer adjustable heading bug (430) without having to release the firstofficer yoke (18) to operate the first officer heading adjustmentcontrol (440).

With continued reference to FIG. 4, another embodiment has a firstofficer yoke radial/course selector (510). The first officer yokeradial/course selector (510) controls selection of the first officernavigational aid signal, which may be a VOR radial signal. The firstofficer yoke radial/course selector (510) is positioned on the firstofficer yoke (18). The first officer yoke radial/course selector (510)may be positioned anywhere on the first officer yoke (18) from besidethe first officer yoke heading adjustment control (500) so that it maybe operated with the same hand, or the first officer yoke headingadjustment control (500) may be positioned on the first officer yoke(18), as seen in FIG. 4. As previously discussed with respect to theyoke heading adjustment control (300) and the yoke radial/courseselector (310), and by way of example and not limitation, the firstofficer yoke heading adjustment control (500) and the first officer yokeradial/course selector (510) may be a knob, roller ball, joystick, touchscreen, or other type of control that is preferably a control devicesized to be operated by a single digit, or between two digits.

The first officer yoke heading adjustment control (500) and the firstofficer yoke radial/course selector (510) generally allow the pilot movethe first officer adjustable heading bug (430) and select the firstofficer navigational aid signal, which may be a VOR radial signal, atany time. However, in another embodiment of the instant invention, andwith continued reference to FIGS. 4 and 5, the system (100) may have afirst officer mode selector (700). Similar to the mode selector (600),the first officer mode selector (700) may have two modes. One mode is afirst officer heading bug mode (710). The other mode is a first officerradial/course mode (720). While both the mode selector (600) and thefirst officer mode selector (700) are seen in the embodiment shown inFIG. 4, there may be circumstances where one or the other, but not both,is installed.

The first officer heading bug mode (710) facilitates operation betweenthe first officer yoke heading adjustment control (500), seen in FIG. 4,and the first officer adjustable heading bug (430), seen in FIG. 5.“Facilitates operation” means that prior to actually controlling themovement of the first officer adjustable heading bug (430), the firstofficer heading bug mode (710) must be operated which allows operationof the first officer yoke heading adjustment control (500), and prior toactually selecting the first officer VOR radial signal, the firstofficer radial/course mode (720) must be operated which allows operationof the first officer radial/course selector (510). Thus, to change thefirst officer navigational aid displayed, which may be the VOR radialsignal or a course, with the first officer yoke radial/course selector(510), the pilot must first activate the first officer radial/coursemode (720). Similarly, to operate the first officer yoke headingadjustment control (500), the pilot must first activate the firstofficer heading bug mode (710).

The first officer mode selector (700) may be positioned at variouslocations on the flight deck (10) within reach of the first officer'sseat (16). By way of example and not limitation, as seen in FIG. 4, thefirst officer mode selector (700) may be located on the instrument panel(20).

In another embodiment of the instant invention, the first officer modeselector (700) may be located on the first officer yoke (18).

In yet another particular embodiment of the instant invention, the firstofficer yoke radial/course mode (710) may be integrated into the firstofficer yoke heading adjustment control (500) and the first officerradial/course mode (720) may be integrated into the first officer yokeradial/course selector (510). Thus, by way of example only and notlimitation, to operate the first officer yoke heading adjustment control(500), the pilot may press and hold the first officer yoke headingadjustment control (500) for a short period of time to enable the firstofficer heading bug mode (710) which in turn facilitates operation ofthe first officer yoke heading adjustment control (500). Similarly, tooperate the first officer yoke radial/course selector (510), the pilotmay press and hold the first officer yoke radial/course selector (510)to enable the first officer radial/course mode (720) which in turnfacilitates operation of the first officer yoke radial/course selector(510). Other permutations of the press-and-hold scheme are possible.

With continued reference to FIGS. 4 and 5, in another embodiment of theinstant invention, the system (100) has a first officer yoke headingcentering control (520), seen in FIG. 4, that controls the position ofthe first officer adjustable heading bug (430), seen in FIG. 5. Thefirst officer yoke heading centering control (520) is positioned on thefirst officer yoke (18), as seen in FIG. 4. The first officer headingbug mode (710) also facilitates operation between the first officer yokeheading centering control (520) and the first officer adjustable headingbug (430). The first officer yoke heading centering control (520), seenin FIG. 4, causes the first officer adjustable heading bug (430) to movealong the first officer compass perimeter (412) and align with the firstofficer radial measurement indicia (414) currently aligned with thefirst officer heading indicator (420), seen in FIG. 5. As with the othercontrols (500, 510) positioned on the first officer yoke (18), the firstofficer yoke heading centering control (520) allows the pilot to quicklyadjust the desired heading of the aircraft without releasing the firstofficer yoke (18). The first officer yoke heading centering control(520) may be any one of a number of devices, such as a switch or abutton. For example, when the first officer yoke heading centeringcontrol (520) is a button, depressing it will move the first officeradjustable heading bug (430) from its current location along the firstofficer compass perimeter (412) to align with the first officer radialmeasurement indicia (414) aligned with the first officer headingindicator (420). In this manner then, the pilot may quickly and safelycenter the desired heading of the aircraft to the actual heading of theaircraft without releasing the first officer yoke (18).

Referring now to FIG. 6, in another embodiment of the first control unit(1000), the previously described controls (300, 310, 320), the modeselector (600), the first officer controls (500, 510, 520), and thefirst officer mode selector (700) are in electrical communication withtheir respective multi-controlled HSIs (200, 400) through the firstcontrol unit (1000). In other words, with respect to the captain yoke(14), once operation is facilitated by operating the mode selector(600), the first control unit (1000) accepts control signals from theyoke heading adjustment control (300), the yoke radial/course selector(310), and the yoke heading centering control (320), and then the firstcontrol unit (1000) operates the adjustable heading bug (230) or thenavigational aid radial/course indicator (250) accordingly.

In a related embodiment, the system (100) incorporates a second controlunit (1010) in electrical communication with the first control unit(1000) and the aircraft primary electronic system (2000), as seen inFIG. 8. The second control unit (1010) may serve as a duplicate systemto the first control unit (1000). Therefore, in a situation where thefirst control unit (1000) fails, the second control unit (1010) willtake over facilitating operation of the controls (300, 310, 320), thefirst officer controls (500, 510, 520), the mode selector (600), and thefirst officer mode selector (700).

With respect to the first officer yoke (18), the first control unit(1000) accepts control signals from the first officer mode selector(700) prior to facilitating operation of the first officer yoke headingadjustment control (500), the first officer yoke radial/course selector(510), and the first officer heading centering control (520). The firstcontrol unit (1000) operates the first officer adjustable heading bug(430) or the first officer navigational aid radial/course indicator(450) accordingly.

In another embodiment with the flight deck (10) with two seats, as seenin FIG. 7, the system (100) has a side control selector (800). As seenin FIG. 7, the side control selector (800) has a captain side selector(810) and a first officer side selector (820). In general the sidecontrol selector (800) permits the pilot to control aspects of themulti-controlled HSI (200) or the first officer multi-controlled HSI(400) from the captain's seat (12). In other words, the pilot may desireto operate a combination of certain aspects of the multi-controlled HSI(200) and the first officer multi-controlled HSI (400) from thecaptain's yoke (14), particularly with the yoke controls (300, 310,320). This may be useful in situations where, for safety reasons, thepilot may not desire to release the yoke to change the desired headingor to select another VOR radial signal or course displayed by the HSIs(200, 400).

By way of example and not limitation, with reference to FIG. 7, thecaptain side selector (810) and the first officer side selector (820)are shown as buttons having an arrow shape. In one particularembodiment, the arrow shaped captain side selector (810) and the arrowshaped first officer side selector (820) light when the pilot presses onthem. As one skilled in the art will observe and appreciate, theselectors (810, 820) may take other forms. In this embodiment, the pilotmay operate the selectors (810, 820) in combination with the controls(300, 310, 320), and the mode selector (600) to move the heading bug(230) and the first officer heading bug (430). By way of example and notlimitation, when the pilot first presses the captain side selector (810)and the heading bug mode (610), the pilot may then operate the yokeheading adjustment control (300) to move the adjustable heading bug(230) around the compass perimeter (212). Similarly, when the pilotoperates the captain side selector (810) and the radial/course mode(620), the pilot may operate the yoke radial/course selector (310) toselect the navigational aid radial or course, which may be a VOR radialsignal, displayed by the navigational aid radial/course indicator (250).The pilot may operate the first officer side selector (820) in a similarmanner.

With continued reference to FIG. 7, when the pilot presses the firstofficer side selector (820) and the heading bug mode (610), the pilotmay then operate the yoke heading adjustment control (300) to move thefirst officer adjustable heading bug (430) around the first officercompass perimeter (412). The pilot may also select the navigational aidsignal, which in some embodiments is a VOR radial signal, displayed bythe first officer navigational aid radial/course indicator (450) byoperating the first officer side selector (820) and the radial/coursemode (620) and then selecting the navigational aid radial or course,often the VOR radial signal, by using the yoke radial/course selector(310). Numerous other combinations of the selector buttons (800) andother control are possible.

For example, the pilot may select a trio of the captain side selector(810), the first officer side selector (820), and the heading bug mode(610). Once the trio is selected, the pilot may move the adjustableheading bug (230) around the compass perimeter (212) and the firstofficer adjustable heading bug (430) around the first officer compassperimeter (412) by operating the yoke heading adjustment control (300).By way of example and not limitation the pilot may select a second trioof the captain side selector (810), the first officer side selector(820), and the radial/course mode (620). The pilot may then operate theyoke heading centering control (320) to select the navigational aid,which in one of many embodiments is a VOR radial signal, displayed bythe navigational aid radial/course indicator (250) and the first officernavigational aid radial/course indicator (450).

In another similar embodiment of the instant invention, as seen in FIG.7, the aviation yoke HSI interface and flight deck control indicator andselector safety system (100) further includes a first officer sidecontrol selector (900) having a first officer captain side selector(910) and a first officer copilot side selector (920). Therefore, whenthere are two pilots on the flight deck (10), the pilot sitting in thecaptain's seat (12), referred to as the captain, and the pilot sittingin the first officer's seat (16), referred to as a “FO,” the FO mayoperate the first officer multi-controlled HSI (400) and themulti-controlled HSI (200). Again, for safety reasons, the captain maynot want to release the captain yoke (14) to make adjustments to thecourse and the heading. In this situation, the captain may request theFO's assistance in moving the adjustable heading bug (230) and selectingthe navigational aid signal, often a VOR radial, displayed by thenavigational aid radial/course indicator (250).

By way of example and not limitation, as seen in FIG. 7, the firstofficer captain side selector (910) and the first officer copilot sideselector (920) are shown as buttons having an arrow shape. In oneparticular embodiment, the arrow shaped first officer captain sideselector (910) and the arrow shaped first officer copilot side selector(920) light, which provides a visual indication of which side of theflight deck (10) has control of which portion of the HSIs (200, 400),when the pilot presses on them. As one skilled in the art will observeand appreciate, the first officer selectors (910, 920) may take otherforms. The operation of the first officer side control selector (900) issimilar to the side control selector (800).

For example, the FO may press the first officer copilot side selector(920) and the first officer heading bug mode (710). The FO may thenoperate the first officer yoke heading adjustment control (500) to movethe first officer adjustable heading bug (430) around the first officercompass perimeter (412). In a second combination, the FO may operate thefirst officer copilot side selector (920) and the first officerradial/course mode (720). The FO may then operate the first officer yokeradial/course selector (510) to select the navigational aid radial orcourse, which in come cases may be a VOR radial signal, displayed by thefirst officer navigational aid radial/course indicator (450). In a thirdcombination, the FO may operate the first officer captain side selector(910) and the first officer heading bug mode (710) followed by operatingthe first officer yoke heading adjustment control (500). When the FOoperates the first officer yoke heading adjustment control (500) theadjustable heading bug (230) moves around the compass perimeter (212)relieving the captain of the need to let go of one of the aircraftcontrols. In a fourth combination, the FO may operate the first officercaptain side selector (910) and the first officer radial/course mode(720) such that by operating the first officer yoke radial/courseselector (510) the FO selects the navigational aid, which may be a VORradial signal, displayed by the navigational aid radial/course indicator(250) for the captain.

The FO may also operate the side selectors (910, 920) together with thefirst officer modes (710, 720). For example, the FO may push the firstofficer captain side selector (910), the first officer copilot sideselector (920), and the first officer heading bug mode (710). With thiscombination the FO may operate the first officer yoke heading adjustmentcontrol (500) to move the adjustable heading bug (230) around thecompass perimeter (212) and the first officer adjustable heading bug(430) around the first officer compass perimeter (412). Another exampleof a trio of buttons includes the first officer captain side selector(910), the first officer copilot side selector (920), and the firstofficer radial/course mode (720). By activating this trio, the FO maythen operate the first officer yoke radial/course selector (510) toselect the navigational aid, sometimes a VOR radial signal, displayed bythe navigational aid radial/course indicator (250) and the first officernavigational aid radial/course indicator (450). As one skilled in theart will observe, for example, during takeoff, the FO may utilize theside selectors (910, 920) to adjust the adjustable heading bug (230) andselect the navigational aid, which is often a VOR radial signal,displayed on the multi-controlled HSI (200) for the captain.

In a related embodiment, when the FO selects both side selectors (910,920), the captain is unable to select either of the captain sideselector (810) or the first officer side selector (820). Thus, the FO isable to prevent the captain from inadvertently making heading or courseadjustments to the multi-controlled HSI (200) while the FO has control.In another embodiment, when the FO has selected both the first officercaptain side selector (910) and the first officer copilot side selector(920), instead of locking out operation of the side control selector(800), as described above, operation of the side control selector (800)may cause the first officer side control selector (900) to automaticallydisengage. In another scenario, the mode selector (600) and the sidecontrol selector (800) may be thought of as being on a master side withthe first officer mode selector (700) and the first officer side controlselector (900), consequently, being on a slave side. Therefore, at anypoint in time, the captain may cause the first officer captain sideselector (910) or the first officer copilot side selector (920) todisengage by selecting control of the same aspect of themulti-controlled HSI (200) or the first officer multi-controlled HSI(400).

By way of example and not limitation, the controls (300, 310, 320) andthe first officer controls (500, 510, 520) may be integrated, as seen inFIGS. 9 and 10, and by way of example only, into a single after-marketcomponent. As seen in an exploded view found in FIG. 9, the controls(300, 310, 320) are buttons integrated into the after-market component.Thus, to activate the yoke heading adjustment control (300), the pilotpresses the appropriate button. The pilot may then move the adjustableheading bug (230) around the compass perimeter (212) by rotating ascrolling control (330), as seen in FIG. 9. Similarly, the pilot maypress the yoke radial/course selector (310) button and rotate thescrolling control (330) to select the navigational aid, often a VORradial, displayed by the navigational aid radial/course indicator (250).As seen in FIG. 9, the yoke heading centering control (320) ispositioned within the after-market component such that the pilot pressesthe scrolling control (330) to activate the yoke heading centeringcontrol (320). One skilled in the art will observe and realize thatother arrangements of the controls (300, 310, 320) with or without thescrolling control (330) are possible.

The controls (300, 310, 320) may then be attached to the yoke (14) in aposition where the pilot may operate each of the yoke heading adjustmentcontrol (300), the yoke radial/course selector (310), and the yokeheading centering control (320). In one particular embodiment, theafter-market component having the controls (300, 310, 320) is located onthe left portion of the captain yoke (14). Therefore, the pilot maycontinue to activate and operate the controls (300, 310, 320) with theleft hand while operating a throttle with the right hand. In the presentembodiment the pilot may activate the yoke heading adjustment control(300) and the yoke radial/course selector (310) simply by pressing theappropriate button. Further operation may require the pilot to movetheir finger in a side-to-side motion across the scrolling control(330).

With reference to FIG. 10, the first officer controls (500, 510, 520)may be positioned and operated in a similar manner. As one skilled inthe art will observe and appreciate, modern aircraft yokes are loadedfull of buttons and selector switches such that integrating the controls(300, 310, 320) and the first officer controls (500, 510, 520) may takemay forms and is not limited to the form shown in FIGS. 9 and 10.

Numerous alterations, modifications, and variations of the preferredembodiments disclosed herein will be apparent to those skilled in theart and they are all anticipated and contemplated to be within thespirit and scope of the instant invention. For example, althoughspecific embodiments have been described in detail, those with skill inthe art will understand that the preceding embodiments and variationscan be modified to incorporate various types of substitute and oradditional or alternative materials, relative arrangement of elements,and dimensional configurations. Accordingly, even though only fewvariations of the present invention are described herein, it is to beunderstood that the practice of such additional modifications andvariations and the equivalents thereof, are within the spirit and scopeof the invention as defined in the following claims. The correspondingstructures, materials, acts, and equivalents of all means or step plusfunction elements in the claims below are intended to include anystructure, material, or acts for performing the functions in combinationwith other claimed elements as specifically claimed.

1. An aviation yoke HSI interface and flight deck control indicator andselector safety system (100) for allowing a pilot to sit in a seat (12)on a flight deck (10) of an aircraft, to grip a captain yoke (14), toobserve an instrument panel (20), and to conveniently and safely modifya desired heading while gripping the captain yoke (14), comprising: (A)a multi-controlled HSI (200), having: (i) at least a portion of acompass (210) that visually indicates an orientation of the earth'smagnetic field, wherein the at least a portion of a compass (210) has atleast a portion of a compass perimeter (212) and a plurality of radialmeasurement indicia (214) that are located along the at least a portionof the compass perimeter (212), whereby the at least a portion of acompass (210) rotates in response to a change in an actual heading ofthe aircraft; (ii) a heading indicator (220) that visually indicates afixed reference on the multi-controlled HSI (200), wherein the headingindicator (220) is located in readable relationship with the radialmeasurement indicia (214), whereby the actual heading of the aircraft isdetermined by assessing the relationship of the radial measurementindicia (214) with the heading indicator (220); (iii) an adjustableheading bug (230) that visually indicates the desired heading of theaircraft, wherein the adjustable heading bug (230) is selectivelypositioned along the at least a portion of the compass perimeter (212)such that the adjustable heading bug (230) rotates with the at least aportion of the compass (210), whereby the desired heading of theaircraft is determined by assessing the relationship of the adjustableheading bug (230) with the radial measurement indicia (214); and (B) ayoke heading adjustment control (300) that controls the position of theadjustable heading bug (230), wherein the yoke heading adjustmentcontrol (300) is on the captain yoke (14), and operation of the yokeheading adjustment control (300) moves the adjustable heading bug (230)along the at least a portion of the compass perimeter (212).
 2. Theaviation yoke HSI interface and flight deck control indicator andselector safety system (100) of claim 1, further including a yokeheading centering control (320) that controls the position of theadjustable heading bug (230), wherein the yoke heading centering control(320) is on the captain yoke (14), and operation of the yoke headingcentering control (320) moves the adjustable heading bug (230) along theat least a portion of the compass perimeter (212) to align with theradial measurement indicia (214) currently aligned with the headingindicator (220).
 3. The aviation yoke HSI interface and flight deckcontrol indicator and selector safety system (100) of claim 1, furtherincluding: (A) a first officer multi-controlled HSI (400), having: (i)at least a portion of a first officer compass (410) that visuallyindicates an orientation of the earth's magnetic field, wherein the atleast a portion of the first officer compass (410) has at least aportion of a first officer compass perimeter (412) and a plurality offirst officer radial measurement indicia (414) that are located alongthe at least a portion of the first officer compass perimeter (412),whereby the at least a portion of the first officer compass (410)rotates in response to a change in the actual heading of the aircraft;(ii) a first officer heading indicator (420) that visually indicates afixed reference on the first officer multi-controlled HSI (400), whereinthe first officer heading indicator (420) is located in readablerelationship with the first officer radial measurement indicia (414),whereby the actual heading of the aircraft is determined by assessingthe relationship of the first officer radial measurement indicia (414)with the first officer heading indicator (420); (iii) a first officeradjustable heading bug (430) that visually indicates the desired headingof the aircraft, wherein the first officer adjustable heading bug (430)is selectively positioned along the at least a portion of the firstofficer compass perimeter (412) such that the first officer adjustableheading bug (430) rotates with the at least a portion of the firstofficer compass (410), whereby the desired heading of the aircraft isdetermined by assessing the relationship of the first officer adjustableheading bug (430) with the first officer radial measurement indicia(414); and (B) a first officer yoke heading adjustment control (500)that controls the position of the first officer adjustable heading bug(430), wherein the first officer yoke heading adjustment control (500)is on a first officer yoke (18), and operation of the first officer yokeheading adjustment control (500) moves the first officer adjustableheading bug (430) along the at least a portion of the first officercompass perimeter (412).
 4. The aviation yoke HSI interface and flightdeck control indicator and selector safety system (100) of claim 3,further including a first officer yoke heading centering control (520)that controls the position of the first officer adjustable heading bug(430), wherein the first officer yoke heading centering control (520) ison the first officer yoke (18), and operation of the first officer yokeheading centering control (520) moves the first officer adjustableheading bug (430) along the at least a portion of the first officercompass perimeter (412) to align with the first officer radialmeasurement indicia (414) currently aligned with the first officerheading indicator (420).
 5. The aviation yoke HSI interface and flightdeck control indicator and selector safety system (100) of claim 3,further including a side control selector (800) having a captain sideselector (810) and a first officer side selector (820), wherein the sidecontrol selector (800) is in electrical communication with themulti-controlled HSI (200), the yoke heading adjustment control (300),the yoke heading centering control (320), the first officermulti-controlled HSI (400), the first officer yoke heading adjustmentcontrol (500), and the first officer yoke heading centering control(520), whereby (i) operation of the captain side selector (810)facilitates operation of the yoke heading adjustment control (300) tomove the adjustable heading bug (230) along the at least a portion ofthe compass perimeter (212); (ii) operation of the first officer sideselector (820) facilitates operation of the yoke heading adjustmentcontrol (300) to move the first officer adjustable heading bug (430)along the at least a portion of the first officer compass perimeter(412); and (iii) operation of the captain side selector (810) and thefirst officer side selector (820) facilitates operation of the yokeheading adjustment control (300) to move the adjustable heading bug(230) along the at least a portion of the compass perimeter (212) andthe first officer adjustable heading bug (430) along the at least aportion of the first officer compass perimeter (412).
 6. The aviationyoke HSI interface and flight deck control indicator and selector safetysystem (100) of claim 5, wherein the side control selector (800) ispositioned on the captain yoke (14).
 7. The aviation yoke HSI interfaceand flight deck control indicator and selector safety system (100) ofclaim 5, further including a first officer side control selector (900)having a first officer captain side selector (910) and a first officercopilot side selector (920), wherein the first officer side controlselector (900) is in electrical communication with the multi-controlledHSI (200), the yoke heading adjustment control (300), the yoke headingcentering control (320), the first officer multi-controlled HSI (400),the first officer yoke heading adjustment control (500), and the firstofficer yoke heading centering control (520), whereby (i) operation ofthe first officer copilot side selector (920) facilitates operation ofthe first officer yoke heading adjustment control (500) to move thefirst officer adjustable heading bug (430) along the at least a portionof the first officer compass perimeter (412); (ii) operation of thefirst officer captain side selector (910) facilitates operation of thefirst officer yoke heading adjustment control (500) to move theadjustable heading bug (230) along the at least a portion of the compassperimeter (212); and (iii) operation of the first officer captain sideselector (910) and the first officer copilot side selector (920)facilitates operation of the first officer yoke heading adjustmentcontrol (500) to move the adjustable heading bug (230) along the atleast a portion of the compass perimeter (212) and the first officeradjustable heading bug (430) along the at least a portion of the firstofficer compass perimeter (412).
 8. The aviation yoke HSI interface andflight deck control indicator and selector safety system (100) of claim7, wherein the first officer side control selector (900) is positionedon the captain yoke (14).
 9. The aviation yoke HSI interface and flightdeck control indicator and selector safety system (100) of claim 7,further including a first control unit (1000) in electricalcommunication with: (i) the multi-controlled HSI (200) and the yokeheading adjustment control (300); and (ii) the first officermulti-controlled HSI (400) and the first officer yoke heading adjustmentcontrol (500), wherein the first control unit (1000) facilitatesoperation between: (a) the multi-controlled HSI (200) and the yokeheading adjustment control (300); and (b) the first officermulti-controlled HSI (400) and the first officer yoke heading adjustmentcontrol (500).
 10. The aviation yoke HSI interface and flight deckcontrol indicator and selector safety system (100) of claim 7, furtherincluding a first control unit (1000) and a second control unit (1010),wherein (A) the first control unit (1000) is in electrical communicationwith the multi-controlled HSI (200), the yoke heading adjustment control(300), and the second control unit (1010), wherein the first controlunit (1000) facilitates operation between the multi-controlled HSI (200)and the yoke heading adjustment control (300); and (B) the secondcontrol unit (1010) is in electrical communication with the firstofficer multi-controlled HSI (400) and the first officer yoke headingadjustment control (500), wherein the second control unit (1010)facilitates operation between the first officer multi-controlled HSI(400) and the first officer yoke heading adjustment control (500). 11.An aviation yoke HSI interface and flight deck control indicator andselector safety system (100) for allowing a pilot to sit in a seat (12)on a flight deck (10) of an aircraft, to grip a captain yoke (14), toobserve an instrument panel (20), and to conveniently and safely selecta radial/course while gripping the captain yoke (14), comprising: (A) amulti-controlled HSI (200), having: (i) at least a portion of a compass(210) that visually indicates an orientation of the earth's magneticfield, wherein the at least a portion of the compass (210) has at leasta portion of a compass perimeter (212) and a plurality of radialmeasurement indicia (214) that are located along the at least a portionof the compass perimeter (212), whereby the at least a portion of thecompass (210) rotates in response to a change in an actual heading ofthe aircraft; (ii) a navigational aid radial/course indicator (250) thatvisually indicates a representation of the radial/course, wherein thenavigational aid radial/course indicator (250) is positioned within theat least a portion of the compass perimeter (212), whereby thenavigational aid radial/course indicator (250) rotates with the at leasta portion of the compass (210) in response to a change in the actualheading of the aircraft, and the navigational aid radial/course indictor(250) translates within the at least a portion of the compass perimeter(212) as the aircraft flies along the actual heading; and (B) a yokeradial/course selector (310) that controls selection of theradial/course indicated by the navigational aid radial/course indicator(250), wherein the yoke radial/course selector (310) is on the captainyoke (14), and operation of the yoke radial/course selector (310)selects the radial/course displayed by the navigational aidradial/course indicator (250).
 12. The aviation yoke HSI interface andflight deck control indicator and selector safety system (100) of claim11, further including: (A) a first officer multi-controlled HSI (400),having: (i) at least a portion of a first officer compass (410) thatvisually indicates an orientation of the earth's magnetic field, whereinthe at least a portion of the first officer compass (410) has at least aportion of a first officer compass perimeter (412) and a plurality offirst officer radial measurement indicia (414) that are located alongthe at least a portion of the first officer compass perimeter (412),whereby the at least a portion of the first officer compass (410)rotates in response to a change in the actual heading of the aircraft;(ii) a first officer navigational aid radial/course indicator (450) thatvisually indicates a representation of the radial/course, wherein thefirst officer navigational aid radial/course indicator (450) ispositioned within the at least a portion of the first officer compassperimeter (412), whereby the first officer navigational aidradial/course indicator (450) rotates with the at least a portion of thefirst officer compass (410) in response to a change in the actualheading of the aircraft, and the first officer navigational aidradial/course indictor (450) translates within the at least a portion ofthe first officer compass perimeter (412) as the aircraft flies alongthe actual heading; and (B) a first officer yoke radial/course selector(510) that controls selection of the radial/course indicated by thefirst officer navigational aid radial/course indicator (450), whereinthe first officer yoke radial/course selector (510) is on the firstofficer yoke (18), and operation of the first officer yoke radial/courseselector (510) selects the radial/course displayed by the first officernavigational aid radial/course indicator (450).
 13. The aviation yokeHSI interface and flight deck control indicator and selector safetysystem (100) of claim 12, further including a side control selector(800) having a captain side selector (810) and a first officer sideselector (820), wherein the side control selector (800) is in electricalcommunication with the multi-controlled HSI (200), the yokeradial/course selector (310), the first officer multi-controlled HSI(400), and the first officer yoke radial/course selector (510), whereby(i) operation of the captain side selector (810) facilitates operationof the yoke radial/course selector (310) to select the navigational aidradial/course displayed by the navigational aid radial/course indicator(250); (ii) operation of the first officer side selector (820)facilitates operation of the yoke radial/course selector (310) to selectthe radial/course displayed by the first officer navigational aidradial/course indicator (450); and (iii) operation of the captain sideselector (810) and the first officer side selector (820) facilitatesoperation of the yoke radial/course selector (310) to select theradial/course displayed by the navigational aid radial/course indicator(250) and the first officer navigational aid radial/course indicator(450).
 14. The aviation yoke HSI interface and flight deck controlindicator and selector safety system (100) of claim 13, furtherincluding a first officer side control selector (900) having a firstofficer captain side selector (910) and a first officer copilot sideselector (920), wherein the first officer side control selector (900) isin electrical communication with the multi-controlled HSI (200), theyoke radial/course selector (310), the first officer multi-controlledHSI (400), and the first officer yoke radial/course selector (510),whereby (i) operation of the first officer copilot side selector (920)facilitates operation of the first officer yoke radial/course selector(510) to select the radial/course displayed by the first officernavigational aid radial/course indicator (450); (ii) operation of thefirst officer captain side selector (910) facilitates operation of thefirst officer yoke radial/course selector (510) to select theradial/course displayed by the navigational aid radial/course indicator(250); and (iii) operation of the first officer captain side selector(910) and the first officer copilot side selector (920) facilitatesoperation of the first officer yoke radial/course selector (510) toselect the radial/course displayed by the navigational aid radial/courseindicator (250) and the first officer navigational aid radial/courseindicator (450).
 15. The aviation yoke HSI interface and flight deckcontrol indicator and selector safety system (100) of claim 14, furtherincluding a first control unit (1000) in electrical communication with:(i) the multi-controlled HSI (200) and the yoke radial/course selector(310); and (ii) the first officer multi-controlled HSI (400) and thefirst officer yoke radial/course selector (510), wherein the firstcontrol unit (1000) facilitates operation between: (a) themulti-controlled HSI (200) and the yoke radial/course selector (310);and (b) the first officer multi-controlled HSI (400) and the firstofficer yoke radial/course selector (510).
 16. The aviation yoke HSIinterface and flight deck control indicator and selector safety system(100) of claim 11, wherein the radial/course selected by the yokeradial/course selector (310) is a VOR radial signal from a VOR station.17. The aviation yoke HSI interface and flight deck control indicatorand selector safety system (100) of claim 11, wherein the radial/courseselected by the yoke radial/course selector (310) is a course selectedfrom a GPS-based navigational.